EP0842078B1 - Procede pour la purge d'une installation de freinage hydraulique antipatinage a double circuit pour vehicules a moteur et dispositif pour la mise en oeuvre de ce procede - Google Patents

Procede pour la purge d'une installation de freinage hydraulique antipatinage a double circuit pour vehicules a moteur et dispositif pour la mise en oeuvre de ce procede Download PDF

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Publication number
EP0842078B1
EP0842078B1 EP96928372A EP96928372A EP0842078B1 EP 0842078 B1 EP0842078 B1 EP 0842078B1 EP 96928372 A EP96928372 A EP 96928372A EP 96928372 A EP96928372 A EP 96928372A EP 0842078 B1 EP0842078 B1 EP 0842078B1
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EP
European Patent Office
Prior art keywords
bleeding
brake
filling
pressure generator
braking pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP96928372A
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German (de)
English (en)
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EP0842078A1 (fr
Inventor
Martin Baechle
Hanns-Ulrich Schiffer
Stefan Schmitt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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Filing date
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Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP0842078A1 publication Critical patent/EP0842078A1/fr
Application granted granted Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/28—Valves specially adapted therefor
    • B60T11/30—Bleed valves for hydraulic brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B60T17/222—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems by filling or bleeding of hydraulic systems

Definitions

  • the invention relates to a method for venting a Slip-controlled, hydraulic dual-circuit brake system for Motor vehicles according to the preamble of claim 1, and a device for performing the Method according to the preamble of claim 7.
  • Slip-controlled motor vehicle brake systems point in the As a rule, extensive drilling for pressure medium-carrying Channels in a housing on which the filling and venting complicate. Often one uses high vacuum technology, especially during final assembly of the motor vehicle on Tape. However, there are cases that the onset of Make high vacuum technology impossible and the brake system too conventional flushing process can be filled and vented got to. The effort required for this is with regard to the individual steps required considerably, because both pre-venting, main venting and post-venting phases are required in which the brake pedal in the total must be operated with approx. 200 strokes.
  • DE 38 06 840 A1 describes a device for removal of air pockets from the secondary hydraulic circuit of the hydraulic unit an anti-lock control system of a motor vehicle brake system known, in which the to be vented Primary hydraulic circuits using venting devices only in the pressure reduction position of the solenoid valves of the hydraulic unit with those connected to a return pump Secondary hydraulic circuits are fluidly connected. Therefore a control unit proposed by the permanent depressed brake pedal of the brake pressure sensor and permanently activated return pump, the associated secondary hydraulic circuits through repeated, equally large control steps of the solenoid valves after a predetermined control cycle the air pockets from the secondary hydraulic circuits be removed.
  • the permanent actuation of the brake pedal prevents sucking in brake fluid from the trailing reservoir of the brake pressure sensor, so that the removal of air pockets is limited to the wheel brakes of the secondary circuits.
  • FIG. 1 shows an overall view of a working diagram for bleeding and filling a dual-circuit brake system for motor vehicles, for which purpose the individual functional means required for the work measures and the required method steps are plotted along the ordinate.
  • the overall view of the work diagram is divided into four work areas, starting with the preparation (upgrade) of the motor vehicle, progressing through the first operating section of the pre-bleeding to the fully automatically controllable main bleeding and filling in the second operating section and finally up to disassembling the vehicle by removing the required work equipment .
  • a bleeding and filling device is connected to the brake pressure sensor or, as a rule, to the trailing reservoir of the brake pressure sensor, with the filling pressure being between 0.7 and 1 bar.
  • the vehicle is to be provided with a control device, which preferably enables identification of the brake system type via a diagnostic unit of the brake system control and regulating electronics, in order to select the program flowchart characteristic of the respective brake system type depending on a slip-controlled dual-circuit brake system with anti-lock and yaw protection as well as with start-up slip control to be able to.
  • a pedal actuating cylinder which can preferably also be actuated by the control device, so that manual actuation is not required.
  • a signal lamp may give instructions on how to correctly actuate the brake pedal.
  • the pedal actuation cylinder should be dimensioned so that a pressure of approx.
  • the bleed valves of the front left and right wheel brakes (VL, VR) are first opened, while the bleed valves of the rear left and right wheel brakes (HL, HR) remain closed (cf. Item 6.2.1).
  • the brake pedal must be fully depressed either manually or with the help of the pedal actuation cylinder, held briefly in the lowest position and then released again. This process for actuating the brake pressure sensor is carried out five times in the proposed application. However, it is irrelevant whether the liquid escaping from the bleed valves of the front left and right wheel brakes (VL, VR) is bubble-free (see Item 6.2.2).
  • the control unit is for this with a Diagnostic unit of the brake systems on control and regulating electronics connected in terms of circuitry in order to use an Control unit integrated evaluation electronics the brake system type to identify.
  • the individual operations of the program flow chart are preferably via a display panel of the control device shown optically, with the Bleed and fill the brake system menu-driven concrete based on the display of the control device Receives instruction to act.
  • the actuation of the brake pressure sensor can be done both by the person in charge Instructions of the control device take place, for example what a signal lamp that lights up when that The pedal must be pressed and held and which goes out when the pedal is to be released.
  • a further simplification of the Venting and filling process results from use a pedal actuating cylinder that immediately are operated by electrical signals from the control device can and which is suitable for a hydraulic pressure of generate at least 50 bar in the braking system.
  • a pedal actuation cylinder the main ventilation in the second stage of operation of the method largely automated run off, so that only the vent valves must be operated manually on the wheel brakes.
  • the second operating section of the Venting and filling procedure described including the control device over a total of 4 phases of the main ventilation and Filling according to a characteristic of the respective brake system type Program schedule is active.
  • the first step is to vent the front valves left and right wheel brakes (VL, VR) open while the other bleed valves of the rear wheel brakes (HL, HR) stay closed. This corresponds to item 6.3.1 of the working diagram.
  • the program flow chart of the Control device started for a first phase, which is also the case the actuation cycles of the brake pressure transmitter take place. After the first phase has elapsed, the control unit switches on Waiting position.
  • phase 3 of the control device takes place again, in the same way as in phase 1, the program schedule for the front wheel brakes (VL, VR) is repeated.
  • Control unit stopped manually, with which the ventilation and Filling phase (phase 3) is complete (see item 6.3.7).
  • the Bleed valves on the front left and right wheel brakes (VL, VR) are closed and the vent valves the rear left and right wheel brakes (HL, HR) Execution of phase 4 opened (see item 6.3.1).
  • phase 4 The program flow for the venting and filling phase (phase 4) is triggered manually and carried out until on the bleed valves of the rear wheel brakes (HL, HR) Brake fluid emerges without bubbles (see item 6.3.9). After that the control device is switched off, thus completing phase 4 (see item 6.3.10).
  • the vent valves of the rear left and right wheel brakes (HL, HR) are closed (Item 6.3.11). From Figure 1 it can be seen that during of the entire four operating phases of the control device the pedal actuation, consisting of 5 pedal strokes each, is active over four switching sequences until the brake fluid is free of bubbles on the individual bleed valves exit.
  • the program sequence of the control device for the individual phases 1-4 thus contains 5 Switching sequences of 5 pedal strokes each with ventilation-supporting Valve and pump motor circuit.
  • the control device differentiates between slip-controlled Brake systems with anti-lock control as are also provided with traction control function.
  • the program flow chart for which example in outlined several program flow charts below be a macro representation of the individual phases 1-4 in Figure 1 correspond.
  • Figure 2 shows an example of phase 1 of the control device with several switching sequences of the brake pressure sensor actuation as well as the switching sequences of the pressure modulation valves (SO, SG) on the front and rear wheels (VA, HA) as well Switching sequence of the pump plotted on the abscissa of the diagram.
  • the abscissa corresponds to the time axis.
  • an anti-lock braking system with slip control function is also the control cycle for the Isolator valve over the timeline to show that normally between the brake pressure sensor and the pressure modulation valves (SO, SG) of the wheel brakes connected in the brake line is.
  • FIG. 1 shows an example of phase 1 of the control device with several switching sequences of the brake pressure sensor actuation as well as the switching sequences of the pressure modulation valves (SO, SG) on the front and rear wheels (VA, HA) as well Switching sequence of the pump plotted on the abscissa of the diagram.
  • the abscissa corresponds to the time
  • FIG. 2 shows that while operating the brake pressure sensor in the 2nd, 3rd and 4th shifting sequence each of the front brakes (VL, VR) pressure modulation valve (SO, VA) and the outlet side assigned to the rear wheel brakes (HL, HR) Pressure modulation valves (SG, HA) electromagnetic are excited.
  • the isolation valves are during the switching sequence 1,2 and 4 occasionally electrified while the pump is temporarily in operation across all switching sequences. This results from a closer look at the function curves individual functional components of the brake system about the switching sequences of the brake pressure transmitter actuation of the Timing for the activity and inactivity of each Functional elements.
  • Phases 2 and 4 of the control device in FIG. 1 are exemplary based on the switching sequences for anti-lock control operation shown on the rear axle in Figure 3.
  • Each of the Switching sequences consist of as in Figure 2 a recurring actuation cycle with ventilation support Valve and pump actuation, whereby all pressure modulation valves as well as the pump in the first Switching sequence remains inactive in its rest position, while in the switching sequences 2-4 the rear brakes on the intake side assigned pressure modulation valves (SO, HA) close electromagnetically excited and the outlet side the Pressure modulation valves (SG; VA) can be opened electromagnetically. This takes place at Comparison over the time axis (abscissa) per switching sequence in a synchronous 5 pedal strokes for each actuation cycle.
  • the longest time actuation of the Brake pressure sensor results in the fifth switching sequence, in which also the two of the front brakes VA on the inlet side assigned pressure modulation valves (SO, VA) as well pressure modulation valves assigned to the rear wheel brakes on the inlet side (SO, HA) are electromagnetically excited and also the pressure modulation valves associated with the front wheel brakes on the outlet side (SG, VA) are excited while the pump is running.
  • the pump is in accordance with the clocked operating mode shown From switching sequence 2, their duty cycle increases active.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Claims (9)

  1. Procédé de purge d'air et de remplissage d'un système de freinage hydraulique à deux circuits et à régulation de glissement pour véhicule automobile, qui est pourvu d'un générateur de pression de frein, de freins de roue (VL, VR, HL, HR), de valves de modulation de pression (SO, SG) et d'au moins une pompe, comprenant un dispositif de purge d'air et un dispositif de remplissage servant à la mise en oeuvre du procédé et raccordés au système de freinage à deux circuits, tandis que le dispositif de purge d'air est raccordé à au moins une valve de purge d'air d'un frein de roue (VL, VR, HL, HR) et que le dispositif de remplissage servant au remplissage en liquide est disposé sur le générateur de pression de frein, caractérisé en ce que la purge d'air des £reins de roue (VL, VR, HL, HR) est exécutée en deux sections d'exécution, en ce que, dans la première section d'exécution, les freins de roue de l'essieu avant et de l'essieu arrière (VA, HA) sont soumis à une purge d'air préliminaire, indépendamment de l'état dépourvu de bulles d'air du liquide, exclusivement au moyen d'un faible nombre de cycles d'actionnement du générateur de pression de frein sur les valves de purge d'air situées du côté des freins de roue et en ce que, dans la seconde section d'exécution, la purge d'air principale dépourvue de bulles d'air et le remplissage des freins de roue avant et des freins de roue arrière ont lieu au moyen de plusieurs cycles d'actionnement du générateur de pression de frein au cours desquels, dans des phases de la purge d'air principale et du remplissage du système de frein à deux circuits qui se répètent, les valves de modulation de pression (SO, SG) et la pompe sont actionnées d'une manière impulsionnelle, l'entraínement de la pompe atteignant un maximum dans le temps à la fin d'une série d'actionnements du générateur de pression de frein.
  2. Procédé suivant la revendication 1, caractérisé en ce que, pour la purge d'air préliminaire, dans la première section d'exécution, chaque frein de roue (VL, VR, HL, HR) de chaque circuit de frein comporte tout d'abord une liaison au dispositif de purge d'air par ouverture de valves de purge d'air associées et en ce que le générateur de pression de frein et les freins de roue devant être purgés d'air (VL, VR, HL, HR) sont purgés d'air partiellement au moyen d'un cycle d'actionnement de plusieurs, de préférence 5, courses de pédale, tandis que les valves de purge d'air des autres freins de roue (VL, VR, HL, HR) des deux circuits de frein sont fermées.
  3. Procédé suivant la revendication 2, caractérisé en ce que, pour la purge d'air préliminaire dans la première section d'exécution, les valves de purge d'air ouvertes sont fermées à l'expiration du premier cycle d'actionnement du générateur de pression de frein et les valves de purge d'air fermées des autres freins de roue (VL, VR, HL, HR) de chaque circuit de frein sont ouvertes, à la suite de quoi le générateur de pression de frein est actionné au moyen d'un autre cycle d'actionnement de plusieurs, de préférence 5, courses de pédale.
  4. Procédé suivant la revendication 1, caractérisé en ce que, pour la purge d'air principale et le remplissage, dans la seconde section d'exécution, les valves de purge d'air de chaque frein de roue (VL, VR, HL, HR) de chaque circuit de frein sont ouvertes et en ce que le générateur de pression de frein est actionné en plusieurs cycles d'actionnement se succédant, tandis que plusieurs, de préférence 5, courses de pédale ont lieu pendant chaque cycle d'actionnement du générateur de pression de frein.
  5. Procédé suivant la revendication 4, caractérisé en ce que les valves de purge d'air ouvertes sont fermées après achèvement des cycles d'actionnement du générateur de pression de frein qui se succèdent et les valves de purge d'air des autres freins de roue (VL, VR, HL, HR) de chaque circuit de frein sont ouvertes, à la suite de quoi plusieurs, de préférence 5, courses de pédale ont lieu pendant chaque cycle successif d'actionnement du générateur de pression de frein.
  6. Procédé suivant la revendication 4 ou 5, caractérisé en ce que la seconde section d'exécution est répétée pour la purge d'air principale et le remplissage des freins de roue (VL, VR, HL, HR) de chaque circuit de frein jusqu'à ce que l'agent de pression sorte dépourvu de bulles d'air sur les valves de purge d'air.
  7. Dispositif de mise en oeuvre du procédé de purge d'air et de remplissage d'un système de freinage hydraulique à deux circuits et à régulation du glissement, pour véhicule automobile, suivant les revendications 1 à 6, qui est pourvu d'un générateur de pression de frein, de £reins de roue, de valves de modulation de pression (SO, SG) et d'au moins une pompe, comprenant un dispositif de purge d'air et un dispositif de remplissage servant à la mise en oeuvre du procédé et raccordés au système de freinage à deux circuits, tandis que le dispositif de purge d'air est raccordé à au moins une valve de purge d'air d'un frein de roue (VL, VR, HL, HR) et le dispositif de remplissage servant au remplissage en liquide est disposé sur le générateur de pression de frein, caractérisé en ce qu'il est prévu, pour activer le générateur de pression de frein, les valves de modulation de pression (SO, SG) et la pompe, un appareil de commande qui peut être combiné, conformément à la technique des circuits, à une unité de diagnostic de l'électronique de commande et de régulation de système de freinage.
  8. Dispositif suivant la revendication 7, caractérisé en ce que l'appareil de commande est pourvu d'une électronique d'analyse identifiant le type de système de freinage.
  9. Dispositif suivant la revendication 8, caractérisé en ce que l'électronique d'analyse est pourvue d'un déroulement de programme qui est caractéristique du type de système de freinage chaque fois considéré et qui représente optiquement différentes opérations du déroulement de programme.
EP96928372A 1995-08-05 1996-07-24 Procede pour la purge d'une installation de freinage hydraulique antipatinage a double circuit pour vehicules a moteur et dispositif pour la mise en oeuvre de ce procede Expired - Lifetime EP0842078B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19528859A DE19528859A1 (de) 1995-08-05 1995-08-05 Verfahren zur Entlüftung einer schlupfgeregelten Zweikreisbremsanlage für Kraftfahrzeuge
DE19528859 1995-08-05
PCT/EP1996/003261 WO1997006042A1 (fr) 1995-08-05 1996-07-24 Procede pour la purge d'une installation de freinage hydraulique antipatinage a double circuit pour vehicules a moteur et dispositif pour la mise en oeuvre de ce procede

Publications (2)

Publication Number Publication Date
EP0842078A1 EP0842078A1 (fr) 1998-05-20
EP0842078B1 true EP0842078B1 (fr) 1999-11-24

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EP96928372A Expired - Lifetime EP0842078B1 (fr) 1995-08-05 1996-07-24 Procede pour la purge d'une installation de freinage hydraulique antipatinage a double circuit pour vehicules a moteur et dispositif pour la mise en oeuvre de ce procede

Country Status (7)

Country Link
US (1) US6193031B1 (fr)
EP (1) EP0842078B1 (fr)
JP (1) JPH11510453A (fr)
KR (1) KR19990036068A (fr)
CN (1) CN1192720A (fr)
DE (2) DE19528859A1 (fr)
WO (1) WO1997006042A1 (fr)

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JPH11510453A (ja) 1999-09-14
DE19528859A1 (de) 1997-02-06
US6193031B1 (en) 2001-02-27
WO1997006042A1 (fr) 1997-02-20
KR19990036068A (ko) 1999-05-25
CN1192720A (zh) 1998-09-09
DE59603728D1 (de) 1999-12-30
EP0842078A1 (fr) 1998-05-20

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